Automatic switch.



UNITED STATES PATENT OFFICE.

WILLIAM A. SNAPP, V OF HARRIS, MISSOURI, ASSIGNOR OF ONE-HALF TO CLIFFORD B. HARRIS, OF HARRIS, MISSOURI.

AUTOMATIC SWITCH.

To a whom it may concern:

Be it known that I, WILLIAM A. SNAPP, a citizen of the United States, and a resident of Harris, in the county of Sullivan and State of Missouri, have invented a new and Improved Automatic Switch, of which the following is a full, clear, and exact description.

This invention is an improvement in automatic switches, especially adapted for street railway use although not limited to such as it may be used with advantage on railways of other kinds.

. The object of the invention primarily is the production of a switch automatically operated by suitable means carried by the engine or car to throw it to and from the siding respectively before and after passing thereto.

With this and other objects in view, one embodiment of the invention consists of a novel trigger mechanism placed intermediate the switching points and connected therewith, combined with operating bars of suitable length extending between the side track and main track, acting, when pushed in one direction, to positively throw the switching points.

Reference is to be had to the accompanying drawings forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a plan view of a main track and a side track connected at each end thereto with my improved switch and showing a car on the side track to provide it with suitable devices for automatically operating the switching points, Fig. 2 is an enlarged plan view of the switch at the switching points with the shield shown in Fig. 1 for covering it, removed; Fig. 3 is an enlarged, sectional view substantially on the line 33 of Fig. 2, and. Fig. 4 is an enlarged, sectional view on the line 44 of Fig. 2 also showing partly in section a car supplied with novel means for throwing the switching points.

Referring to the drawing figures, the numeral 1 indicates a main track adapted to be connected and disconnected with a side track 2 by means of my improved automatic switch. This comprises switching points 3 and 4 of the usual construction connected together at their under faces by a bar 5 bent 'at its center to form a loop 6, one end of the bar being preferably extended, where it is pivotally connected to a vertical standard 7 Specification of Letters Patent.

Application filed August 30,1906. Serial No. 332,636.

Patented May 14, 1907.

through the intermediary of a crank arm 8 fixed thereto, said standard carrying at its upper end a signal 9, the latter indicating when the main line is clear.

The loop 6 in the bar 5 embraces a rounded head 10 forming the central arm of a double bell crank lever 11 which is pivoted to the road-bed at the point 12. The ends of the transverse arms of the lever 1.1 are provided with headed pins or studs 13 engaging slotsv near the ends of operating bars 14 and 15 ex tending in opposite directions respectively into and parallel with the main line and side track. These operating bars 14 and 15 are further connected together by a straight le ver 16 pivoted to the road-bed atits center and embracing headed pins or studs 17 fixed to the operating bars by the bifurcations in its ends.

From the construction so far described it is seen that on pushing either of the bars 14 or 15 to an inward position, they move in unison by reason of their connection with the lever 16 and will act to throw the switching points when the slots near their ends come in contact with their engaging pins 13, by reason of the rounded head 10 pulling the bar 5 transversely. This, as is evident, also throws the signal 9. To render this throwing of the switching points positive in action, the following additional mechanism is provided,

consisting of a curved arm 18 pivoted at one I end as at 20 and bearing at its opposite end on a pawl 21 pivoted on a pin 22, to the road bed. This pawl has a notch in its outer end providing a shoulder 23, and an upwardly extending pin'24 adjacent thereto which, when the bars are in the position shown, is in engagement with the beveled portion of the bar 14.

Near the pivotal connection 20 of the lever 18is pivotally attached an eye-bolt 25 on which an adjusting nut 26 is threaded, which in turn is connected to a spiral spring 27, thus providing for the adjustment of the spring "when it becomes weak, the opposite end of the spring being connected to an arm 28 pivotally attached at 29 to a lever 30. As shown, the lever 30 is slotted at one end,

through which a headed pin 31 passes con necting it to a transverse arm of the double bell crank lever 11, the opposite end ofthe lever.30 passing through a transverse slot in the extremity of the operating bar 14. The

lever is further engaged with the double bell crank lever 11 by means of a pin 32 entering a notch or slot at one side thereof, and under the influence of the spring 27 normally keeps the slots in the operating bars engaged by the pins 13 disposed centrally thereof, but permits the bars to move until the pins contact with either end of the slots when the tension of the spring 27 is overcome.

Assuming the parts in the position shown in Fig. 2, on pushing either or the bars 14 or 15 inwardly, the inclined side at the extremity of the bar 14 acts to swing the pawl 21 on its pivot to disengage the shoulder 23 of the notch in its outer end with the adjacent extremity of the bell crank lever 11, and when so disengaged under the action of the spring 27, throws the switching points to the main parts hereinbefore described. 011 moving either of the bars 14 or 15 in the opposite direction, the spring 27 is distended and the pawl 21 reengaged, bringing the parts back to the position as illustrated in Fig. 2.

The bars 14 and 1.5 are extended a length depending on the length of the train in some instances, which is to pass to and from the siding, and are constructed at their ends as shown in detail in Fig. 4, adapting them to be automatically moved by novel means carried by the engine or car. The detailed construction ofthe ends of the bars as shown in Figs. 2 and 4 consists of a plate 33 spiked or otherwise secured to the road-bed, and having upwardly turned flanges 34 flared outwardly at each end, providing a guard and a guide channel in which the end of the bar rests and is adapted to slide. Secured to the top face of the bar, and substantially of the same width, is a spring plate 35 curved upwardly and running forwardly a short distance in horizontal. spaced relation, terminating with an end 36 slightly downwardly inclined. Near the end 36 of the spring plate 35 an aperture 37 is provided which co-operates with a conical stud 38 projecting upwardly from near the extremity of the bar and; in alinement therewith, said stud being encircled by a coiled spring 38 operating to, at all times, assist the spring plate 35 in maintaining an elevated position. Made as an integral part thereof or otherwise secured to the top of the spring plate 35 is a block 39 having its ends slightly inclined and ad apted to be contacted with by a suitable projection from the car or engine. This preferably consists of the means attached to the front end of a car and, as illustrated in Fig. 4, comprises a pin 40 slidably mounted in alining holes in brackets 41 and 42 respectively attached to the under face and to the top of the car. The outer end of the bracket 41, as shown, is provided with an upwardly turned end with an outwardly bent extremity 42 forming a stop for a hand lever 4-3 pivoted to the bracket at the point 44. The upper end of the pin 40 is pivoted to the hand lever 43 at 45 and carries an encircling spiral spring 40 tending to normally hold the pin in an ele vated position, but which may be held in compressed relation, holding the pin in. posi tion to co-operate with the block 39, l a hook 47 secured to the car, acting to engage the lever 43. The pin 40 is limited in its downward movement by a stop 48 contacting with the bracket 42. A shoe 49 is fixed to the lower extremity of the pin 40, which may be removed and replaced when worn out. Means for moving each of the operating bars of this construction may be provided at the same end of the train or at opposite ends of the train, as illustrated in Fig. 1. ll'

both of such means are carried at the t'or llne with a snap by the movement of the ward end of the train where the motorman or engineer can control them, the length of the operating bars from the switching points must be equal to, or greater than the trains length; otherwise the train will not be completely on or off the siding before the switch is thrown. The length of these bars, however, is not material if the operating mechanism is placed at opposite ends of the train, since the switch will not be thrown until the rear end of the train has passed over it.

Assun'iing a car to be passing from the siding and in the direction of the arrow in Fig. 1, the front pin 40 which is held in a depressed relation as shown in Fig. 4, strikes the block 39 attached to the top face of the spring plate 35 engaging the aperture 37 with the conical stud 33 and forcing the bar 15 forwardly, connecting the side track with the main line and turning the signal 9 to indicate danger, after which the shoe 4-9 of the pin 40 rides over the block 39. When the car has passed to the main line, the pin 40 at the rear end of the car likewise engages the block 39 carried by the spring plate 35 attached to the operating bar 14, and draws the switch back to its former position, as illustrated in Fig. 2. In practice the trigger mechanism intermediate the switching points will be covered over and protected by shields 50, thereby preventing any tampering or unauthorized. interference with this part of the construction. The operating bars will also be incased under the street, leaving only the blocks 39 attached to the spring plate 35 exposed.

It is impossible to throw the switch by hammering on the block 39 with a sledge hammer or other like device for the reason that the bars are required to move until the pins 13 are contacted by the ends of their engaging slots before the bell crank lever 11 is moved to shift the switching points.

Although I have described the invention in detail in order that the etmstruction and operation might be fully understoml, it is,

however, evident that the precise construction is not material, and I consider that I am entitled to such modifications as fall within the scope of the annexed claims.

Having thus described my invention I claim as new and desire to secure by Letters Patent:

1. The combination of two tracks, switching points for connecting and disconnecting the tracks, means connecting the switching points together, a double bell crank lever engaging said means, a bar connected to each end of the bell crank lever and extending between the tracks, and resilient means carried at the outer end of each bar adapted to be engaged by a device carried by a car or the like for moving the. switching points in opposite directions.

2. The combination of two tracks, switching points for connecting and disconnecting the tracks, a trigger mechanism intermediate the switching points and connected therewith, an operating bar extended between each of the tracks and connected to the trigger mechanism, and a spring plate carried by each operating bar adapted to be engaged for throwing the switching points in opposite directions.

3. The combination of two tracks, switch-c ing points connecting and disconnecting the tracks, a bar connecting the switching points together, a double bell crank lever engaging the each end to throw the switching points and a spring normally tending to move said lever in one direction.

4. The combination of two tracks, switching points for connecting and disconnecting the tracks, a bar provided with a loop connecting the switching points together, a double bell crank lever having a central arm formed into a rounded head engaged in the loop of the bar, and means connected to the outer arms of said lever for the purpose described.

5. The combination of two tracks, switching points connecting and disconnecting the tracks, a bar provided with a loop connecting the switching points together, a bell crank lever having its central arm formed into a rounded head and engaged by the loop of the bar, operating bars connected to the outer arms of the lever, and means carried by the bars for throwing the switching points.

6. The combination of two tracks, switch bar, means connected to the lever at.

ing oints connecting and disconnecting the trac s, a trigger mechanism intermediate the switching points and coacting therewith, an

the tracks, a bar connecting the switching" points together, a double bell crank lever coacting with the bar for moving the switching points, a spring normally tending to move the switching points in one direction, and a pawl for holding the switching points against the tension of the spring when moved in the opposite direction.

8. The combination of two tracks, switching points for connecting and disconnecting the tracks, a bar connecting the switching points together, a double bell crank lever engaging the bar, a spring normally forcing the lever in one direction, a pawl for engaging the lever and holding it against the tension of the spring when moved in the opposite direction, and means for disengaging and reengaging the lever and pawl as the switching points are moved to connect and disconnect the tracks.

9. The combination of two tracks, switching points for connecting and disconnecting said tracks, a bar connecting the switching points together, a double bell crank lever in engagement with the bar, an operating bar connected to one end of the lever, and means providing for a limited movement of the bar independent of said lever.

10. The combination of two tracks, switching points for connecting and disconnecting said tracks, a bar connecting the switching points together, a double bell crank lever in engagement with the bar, an operating bar connected to each end of the lever and extending in opposite directions, means providing for a limited movement of the bars independent of said lever, and a second lever connecting the bars together.

In testimony whereof I have signed my name to this specification in the presence of two subscribing witnesses.

WILLIAM A. SNAPP. Witnesses:

O. M. HARRIS, A. G. MOOLANAHAN.

ICO' 

